Elevator control mechanism



Dec. 16, 1941. NYBERG 2,266,240

ELEVATOR CONTROL MECHANISM Filed April 16, 1940 5 Sheets-Sheet 3 ATTORNEY Dec. 16, 1941. M. N. NYBERG 2,266,240

ELEVATOR CONTROL MECHANISM INVENTOR ATTORNEY Dec. 16, 1941. M, N NYBERG 2,266,240

ELEVATOR CONTROL MECHANISM Filed April 16, 1940 5 Sheets-Sheet 5 INVENT MAa/w J /l. Wwzwe BY M ATTORNEY Patented Dec. 16, 1941 ELEVATOR CONTROL MECHANISM Magnus N. Nyberg, Oceanside, N. Y., assignor to Hydraulic Elevator and Machine Company, Incorporated, Brooklyn, N. Y., a corporation of New York Application April 16, 1940, Serial No. 329,843

15 Claims.

This invention relates to electric control systems for elevators but more particularly to such control systems for hydraulic elevators.

The principal object of the invention is to provide an electric control system for a hydraulic elevator, which will enable the elevator to have a plurality of predetermined upward and downward speeds.

A further object is to make such speeds selectable at will for the. proper operation of the hydraulic elevator car.

Another object of the invention is to provide such an electric control which will bring about a saving in the amount of water energy used thus reducing the cost of operation.

,A still further object is to provide such a system which is efiicient in operation, simple in construction, and fool proof in control, so that the operators of electrically driven cars will be able to control hydraulic cars in substantially the same manner as the electrically driven cars.

Another object is to provide an eificient and simple car door switch for the purpose of stopping the car when the door is opened while the car is in motion.

Another object of the invention is to improve the appearance of the interior of a hydraulic elevator car by removing the usual large operating lever and substituting therefore a small and neat control switch such as are used on the electrically driven elevator cars.

Other objects and advantages will hereinafter appear.

. Referring to the drawings:

Fig. 1 is a schematic view of the mechanical and electrical variable speed mechanism for hydraulic elevators.

Fig. 2 is a detail view partly in section of the main valve and the pilot switch mechanism controlled thereby.

Fig. 3 is a fragmentary detail view of one of the valve arresting or stop contacts of the pilot switch,

Fig. 4 is a section taken on line 44 of Fig. 3.

Fig. 5 is a detail face view showing the internal construction of the car switch with the face plate and operating handle omitted.

Fig. 6 is a cross section taken on line 66 of Fig. 5.

. 'Fig. 7 is a fragmentary view of the car door andcar door switch.

Fig. 8 is a section taken on line 8-8 of Fig. 7. Fig. 9 is a sectional view of one of the auxiliary valves.

Fig. 10 is a front View of the car switch.

construction.

Fig. 11 is a schematic view of a modified form of the electrical control system for operating a hydraulic elevator.

Referring to the Fig. 1, numeral I, denotes an elevator car moved by the usual hydraulic motor comprising a plunger 2 attached to said car I and a cylinder 3 in which the plunger 2 operates. A control switch 4 mounted in the car 2 controls by a long cable 5 (only schematically indicated), through a panel board 6, preferably installed adjacent the elevator shaft, the main valve I which is connected by a pipe 8 to cylinder 3. The main valve 1 is of a type well known in the hydraulic elevator art and will be described only in such detail as is necessary to the understanding of it in connection with the electrical control system involved. The main valve I, shown in detail in Fig. 2, consists mainly of a long cylinder housing 9 and a reciprocating main valve I0 comprising four spaced pistons II, I2, I3, and I4 which divide the cylinder 9 into five chambers I5, I8, I'I, I8, and I9. The pistons are rigidly mounted on connecting rod 20 one end of which reciprocates in a stufling box sleeve 2|. The water is admitted by supply pipe 22 to chamber I5 and piston II by means of port 23 which controls the flow of water to chamber I6 which is connected to another cylinder 24 by a pipe 25. The water flows to and from cylinder 3 by pipe 8 and flows out of cylinder 24 through pipe 26 to chamber I8 and the piston I3 by means of a port 21 which controls the flow of water to chamber I1 and out of discharge pipe 28. When the main valve I0 is in the neutral position shown in Fig. 2, the ports 23 and 21 are closed and the water is locked in the cylinder 3 and the car I is stopped. When the main valve I0 is moved to the left the water pressure is admitted through port 23 to raise the car I and when it is moved to the right the water escapes through port 21 to pipe 28 to permit the car to descend.

The extent to which the ports are opened controls the speed of the car up or down and the main valve In is moved and held in any up car or down car position or neutral position by water which is metered to and from chamber I9,

Water is admitted to chamber I9 by means of an auxiliary valve 29, Figs. 1 and 9, which is connected by a pipe 30 to supply pipe 22 and by a pipe 3| to the chamber I9, and water is permitted to escape from chamber I 9 by another auxiliary valve 32 connected by a pipe 33 to discharge pipe 28 and. by a pipe 34 to chamber I9.

Both auxiliary valves 29 and 32 are alike in Therefore only one will be described. They operate under pressure and are of the balanced pressure type which enable them to be opened and closed with little power. Each valve, Fig. 9, consists of a body 35 divided into an upper large intake chamber 35 and a lower smaller discharge chamber 31 through which reciprocates a sleeve valve 38, comprising a sleeve portion 39, solid portion 40 and a plug portion M, all connected together.

The sleeve 38 moves snugly in a bearing 42 dividing both chambers and in a bearing 43 forming the end of chamber 31. The sliding connection between the lower end of the chamber 31 and sleeve 33 is sealed by a packing ring 4A held in place by a ring nut 55 and the intake chamber 56 is sealed from the discharge chamber 31 by a U shaped packing ring 46 having flanges 41 and 38 engaging under pressure the inside bore 49 of the chamber 39 and the surface of the sleeve valve 38 respectively. A sleeve 59 having perforations ELthickened ends 52 and ring portions 53. bears down on packing ring '46, and a large ring nut 54 threaded into the valve body 35 bears down on a cup packing ring'55 carried 'on the thickened top end 52 of the sleeve 53. The large lock nut 54 has a machined cylindrical surface 56 adapted to snugly fit the inside bore 48 of chamber 36 and has a bearing 5? for the solid portion is of the sleeve valve 38. The cup packing ring 55 is similar in cross-section to cup packing ring Q6 and is oppositely. faced so that the .pressure in the chamber 35 will cause the similar flanges 41 and 18 to expand and seal thev chamberagainst any leak to atmosphere. Theiintegral rings 53 of the sleeve 50 snugly fit the same into the inside bore 39 and the thickenedends 52 provide a wide sealing and clamping area.

The solid end =39 of the sleeve valve has a thread portion 58 carrying a threaded washer 59 and lock nut era. The washer is adapted to bear upon the ring nut 56 to control the down and closed position, of the sleeve 38 which in Fig. 9 is shown in its lowermost position.

When the sleeve 38 is raised a ring of perforations 5! is brought into alignment with chamber .36 and a ring of perforation 61a remain in communication with chamber 31 and the flow of water is permitted from chamber 38 to chamber 3?. Whenthe sleeve 38 is lowered the ring of perforationsiii is, brought below the upper lip of the flange id of cup packing 46 and the water is locked in chamber 36. f

The sleeve valve 378 is, moved up and downby a lever 62, Figs. 1 and 9,, pivoted at one end to a bracket 53;, attached to the body 35, and corn nected by a link 541110 the sleeve valve and by a link 35 to an armature of a solenoid, hereinafter referred to. A link '66 connectsthe lever '62 with a dashpot 61 which governs the speed of move ment of the valve 38, and serves to return the valve 38 to closed position. Each of the pressure lines 39 and 34 connects with the intake chamber of its valve and each of the discharge lines 3| and 33 connects with the discharge chamber of its valve.; To prevent a resurge of the water a checklvalve 53 is carried by each of the lines.

When the auxiliary valves 29 and 32; Figs. 1

water supply pressure on th same piston l I- As will :be {seen from" the -above, c=harnber i8 and piston M serve as a hydraulic motor to move the main valve Ill and valves 29 and 32 serve as controls therefor.

The balance of pressure in these slide valves 23 and 32, Fig. 9, hereafter called up auxiliary valve and down auxiliary valve, respectively, is brought about by extending the sleeve 38 through both chambers into atmosphere and by having water pressure bear equally against the inside blind ends of the same. The specific design of the valves is such as to permit a very fast flow of water when open.

The valves 29 and 32 are carried on the panel board 6, Fig. 1, and are operated by solenoids B9 and '10, respectively, acting on armatures H and '12 connected by links 65 to their respective valve levers 62.

When either of the solenoids is energized the associated valve is opened. The up solenoid 69 and down solenoid H1 are a part of an electrical system controlled by the car switch Q Which enables the operator torun the carat different up and down speeds 'or to stop thecar as will be described now.

The electrical system includes a direct current generator 13, Fig. 1, feeding current through a knife switch M, cable 5, emergency car switch 75, door switch 16, Figs. 1, 7 and 8, team arcuate down segment Tl, Figs. 1 and 5, by means of a line '18. The down segment I! is carried on a dielectric panel l9, Figs. 5 and 5; of the control switch 4 and is connected by a conductor to an arcuate segment 8! also carried on the panel 753. Both of the segments are adapted'to be engaged by a spring pressedcontact brush '82 carried on a depending arm' 83 secured to a shaft by means of bolts 85 which also serve m secure an upper forked arm 86 to the shaft.

Both of the arms, Figs. 5 and 6, are insulated from the shaft 84 which is journaled in supports 81 and 88 of a housing 89 for control switch 4. The shaft also fixedly carries an upstanding arm 96 having a detent handle 9! of the usual design which is adapted to lock the arm 98 in vertical position and a weight 92 is provided so that when the arm is free the weight will serve to bring the arm back to vertical, looking or o position.

The upper forked arm 86, Fig. 5, carries in tine 93 a spring pressed contact 34 and in tine 95 .a spring pressed contact 96, and both of these contacts are adapted to alternately engage a switch block 91, positioned in said fork and mounted to slide on concentric arcuate segments 98 and 99. The switch block is of dielectric material and carries ears we engaging over flanges [91' on the segments and is thereby slidably held tolthe'same; The switch block houses a spring pressedbrush 62 for engaging the down segment 98 anda like spring pressed brush-I83 for engaging the up segment 99 and also carries an up contact plate 1 84 adapted to be engaged by contact 95 andconnected by a conductor N15 to the brush I03 and a down contact plate Hi6 adapted to be engaged by contact 9%. and connected by a conductor Hllfto brushlEiZ;v H 1 When the arm 86, Fig. 5', is, turned into a right zone or up car position'the current in said arm picked, up by brush 812 from segment 8f will pass to arcuate segment 99 and when turned into a left zone or down carpo'sition the current will pass to arcuate segment 98 frcmsegment 11.

A conductor lee, extending thrcughthe cable 5, connects the up segment 59; with the outgoing generator line [69, Fig. 1, through a normally closed relay switch 1 H1 and-a relaytcoil' ll Land a conductor II2 connects the down segment 98 with the outgoing line I09 through a normally closed relay switch I I3 and a relay coil II4. Line I09 extends through normally closed knife switch 9 14a to generator 73., Both switches I4 and 14a move as one.

When relay coil III is energized its armature I|5 closes a switch |I6 which by means of line I I! from conductor 18, line I I8, line H9, normally closed switch I20, line |2I and line I09 establishes a circuit through solenoid 69 and causes same to draw up its armature 'II and open up valve 23. Likewise when the relay coil H4 is energized its armature I 22 closes switch I23 which by means of line I I1, line I24, line I25, normally closed switch I20, line I2I and line I09 closes a circuit through solenoid I0 which causes its armature 12 to rise and open down valve 32.

When either up relay coil III or down relay coil H4 is energized theswitch III) or H3 in the unselected circuit is opened as a safety measure to prevent any improper opening of an auxiliary valve. Thus when the up relay coil III is energized, a line I26 from the connection I21 of switch III] will pass current through a relay coil I28 then through line I29 to line I99, thus energizing relay coil I28 and causing it to raise its armature I30 and open switch II3. Likewise when the down relay coil I I4 is energized a relay coil |3I raises its armature I32 to open switch 9 H0. A line I33 from the connection I34 of switch II3, to relay coil I3| and a line I35 to line I09 make up the circuit for that purpose.

It is therefore understood that when the control switch handle 9| is turned into the right zone, Figs. 1 and 5, the up auxiliary valve 23 is opened and the car I is caused to rise faster and faster as the valve I0 moves to the left under pressure of water admitted to chamber I9 and the converse is true when the control handle is turned into the left zone and valve 32 is opened.

In order to move the car I up or down at definite selectable speeds the valve I0 is arrested at different positions to either side of its neutral position. The following wiring and mechanism is provided for this purpose.

The end of arm 83, Fig. 5, is shaped to a point I36 by inclined faces I31 and I38 which point and faces are adapted to brush over and engage curved spring contacts UI, U2, U3 and U4 when the handle 9| is moved in the up or clockwise direction, and adapted to engage contacts DI, D2, D3 and D4 when moved in the down or counterclockwise direction.

These U and D contacts are secured by screws I39 to panel board I9 and are connected by lines U5, U5, U1, U8, D5, D6, D1 and D8 to contacts U9, UIO, UII, UIZ, D9, DID, DII and DIZ which are carried by a panel I 40 of a pilot switch I4I, Fig. 3, controlled by valve II]. The lines U5 to U8 and D5 to D8 extend through the cable 5 to reach the pilot switch I4I. This switch I4I, Figs. 1 and 2, comprises the last mentioned U and D contacts and a brush arm I42 carried by a shaft I43 journaled in a housing I44 secured to valve cylinder 9. The panel I40 may also be carried by the housing I44. A brush I45 insulated from and carried by arm I42 is adapted to brush over and engage the U and D contacts and carry the current to a long contact segment I46 which spans all the U and D contacts on the board I40. The shaft I43 carries a gear I41 which is meshed by gear rack I48 pivotally secured by stud I49 to the exposed end 29 of the connecting rod 20 of the valve III. This rack is held in engagement with the gear by riding on an idler roller journaled on a shaft I50.

With the switch I4 closed and the handle 9| moved, for example, to the 3rd up position the switch arm 83 will engage with its point I36 the U3 contact so that a connection will be set for up from segment 8|, through brush 82, arm 83, contact U3 and line D! to contact UI I of the pilot switch I4I. At the same time the valve I0 has been caused to move to the left by connections involving line 18, segment 8|, brush 82, arms 83 and 89, contact 94, up contact plate I04, conductor I05, brush I03, segment 99, line I98, closed relay switch IIO, line I09, which connections energize up relay coil I II on panel board 6. The coil I I I closes its armature switch II 6 and by connections, line I8, (with switch I4 of course in closed position) line III, line II8, line II9, closed relay switch I20, and line I99 closes the circuit through up solenoid coil 69, which by its armature 'II opens the up auxiliary valve 29 causing water pressure to enter chamber I9 and move the valve I0 to the left.

The valve I0 moves to the left until the brush I45 of pilot arm I42 engages the contact UI I and carries the current from contact UII to segment I46 which by a line I5I, the line I2I, and the line I09, closes a circuit through a, relay coil I52 which raises its armature I53 and thereby opens the switch I29 and breaks the circuit through up solenoid coil 69 causing valve 29 to close and arrest the valve I0 at third up speed position as long as the control switch handle 9| remains at this position.

To stop the car I it is necessary to force the valve I0 back to neutral or car stopping position. By moving the handle 9| back towards neutral position the contacts between switch block 9! and contact plungers 94 and 96 are changed so that the circuits through up relay coil III and the down safety relay coil I28 are broken and the circuits through up safety relay coil I3I and down relay coil I|4 established to open the down auxiliary valve 32 and permit the water to escape from chamber I9 and cause the valve III to move to the right, Fig. 2, under the water supply pressure.

The specific connections which open the down auxiliary valve 32 as soon as the handle 9| is moved towards its central position involve, line 18, segment 11, brush 82, arms 83 and 86, contact 96, down contact plate I06, conductor I01, brush I02, segment 98, line II2, closed relay switch 3 on panel board 6, and line I09, which connections energize down relay coil I I4 so that its armature I22 closes switch I23. At the same time lines I33, I35 and I09 energize safety up relay I3I. This closed switch I23 by means of line I8, line I24, line I25, closed switch I20, line I2 I, and line I99 closes the circuit through down solenoid coil 10 so that its armature I2 opens down valve 32 which permits water to escape from chamber I9. As the water escapes the valve I0 is moved to the right, Fig. 2, towards neutral car stopping position and to arrest the valve I0 at its neutral position after arm 83 passes UI contact the following wiring and mechanism is provided.

When the handle 9| has reached its central position the point I36, Fig. 5, of the arm 83 has closed a switch I54 in the line I8 which leads to a car door switch connection I55. From connection I55 a line I56 extends through cable 5 to a segment I51 in the pilot switch panel board I40. This segment is contacted by a 'will be opened and closed intermittently.

brush I58 on arm I42 in all its up, down and neutral positions. The brush I58 in its up positions will carry the current to a segment I59. A line I60 from segment I59 leads the current to line I I2 and through connections already known keeps down relay coil 'II4 energized when the brush 82 leaves the current supply segment SI.

The down relay coil II4 will remain energized until the pilot arm I42 reaches neutral position at which point it will have broken the circuit between segment I59 and brush I58. When the coil H4 is thus deenergized the down valve 32 will be permitted to close and thereby lock the valve ID in its neutral car stopping position.

Should the arm I42 overthrow to the left of neutral position the brush I58 will contact with a segment IfiI which by a line I52 connects with the line I08 which through connections already mentioned will energize the up relay coil III so that the up valve 29 is again opened and valve I thrown back to neutral positionwhile at the same time the contact is broken between segment IBI and brush I58.

It is understood, of course, that as soon as the arm 83 leaves its U3 contact by the return movement of the handle 9i from the third speed position the circuit is immediately broken through the common arresting coil I52 so that its armature I53 will close switch I20 and thereby permit the circuit be closed through down relay coil II4.

Should the handle 9| be stopped, for example,

at UI position after being moved from U3 positionthe arm 53 will still be getting current from segment 81 so that when pilot arm I42 reaches the U9 contact it will cause the valve In to be arrested at first up speed position by connections already described.

Should any leaks occur in any of the pipe lines or valves which would displace the valve I0 while the handle 91 is in neutral position, the arm I 52, by moving in one direction or the other depending on the location of the leak, will close a circuit through one or the other of the auxiliary valves and cause the valve IE) to be again neutralized. The arm I42 by moving slightly to the right from neutral will close a circuit, through down solenoid by means of brush I58 bridging segments I59 and I5! and through con- .nections already described. The auxiliary valve ID will therefore be opened and the valve I0 restored to neutral and the circuit broken across segments I55 and I51. The converse will happen when the brush I58 bridges segments I5! and I6]. If the leak is continuous it will constantly cause. the valve II] to reciprocate and thereby draw attention to it so that the leak will be attended to. If the leak causes the car I to creep up or down by increments that will also be a signal to the operator or maintenance man to repair the defect.

From the foregoing .it will be understood how the car-operator will be able to run the car, at will, at difierent up and down speeds or to stop the same. 7

The operator may move the handle SI step by step to accelerate the car up .or down, in which case the selected up or down auxiliary valve If, however, the control is moved immediately to higher up ordovvn speed positions the selected auxiliary valve will remain open until the. main valve Ill arrives at the high speed position and by its pilot switch arm I42 causes the open auxiliary valve to be closed, and the valve I0 arrested.

This is, of course, due to the fact that the movement of the valve Ill lags behind the more readily movable control switch 4 and therefore the selected up or down auxiliary valve will remain open during any of the speed positions that have been passed over rapidly by the handle 9| moving in one direction or the other.

The flexibility of the control mechanism also accommodates sudden movements of the handle from any up speed position to any down speed position. For example, a movement of the handle from U3 to D4 position will open the down auxiliary valve 32 and keep it open until the pilot switch arm I42 moves from UII to DI2.

If in addition to this sudden movement, the handle is immediately moved back towards neutral position and the pilot switch arm I42 still finds itself, for example, in UII) position, safety mechanism is provided to keep the down auxiliary valve 32 open. Otherwise, with the parts heretofore described, the up auxiliary valve 29 would be opened and the valve I0 would be moving in an up direction whereby its pilot arm I42 could meet no U contact through which a circuit had been set by the control switch 4.

This safety mechanism, Figs. 1, 2 and 5, includes a conductor I63, connected with a safety segment I55, adapted to pass current to an outer safety concentric segment I54 through metallic brush block I55 carried by and insulated from the arm 53 of control switch 4. The brush block I65 carries brushes I51 and I58 adapted to engage segments IM and IE5, respectively, when its arm 83 is in a clown position, and adapted to engage, when in an up position, outer and inner safety segments I69 and H0, the former of which is connected by a conductor I'II to down segment 58. The segment I64 is connected by a line I12, through the cable 5 to a segment I13 on the pilot switch panel board I40. When the arm I42 is in an up position under circumstances hereinbefore stated, a brush block I'M (similar to brush block I58) carries the current to a segment which by a line .I I6 connected at I34 to line H2, energizes the down relay coil I'I4 on panel 6 and the line I33 from connection I34 also energizes the safety coil I3I. The down valve 32 thereby remains open to move the main valve Iii from its up position toward neutral car stopping position, and th circuits, that are usually made through the up relay coil III and .coil I28 by reason of the handle 9I moving in an up direction, are broken by the energized coil I3I opening switch IIO.

If the handle .9I should be stopped at the DI speed position on its move towards neutral position the down auxiliary valve 32 will remain open until pilot switch arm brush I14 leaves segments I13 and I75 near neutral position. This will break the circuits through down relay coil H4 and safety coil I3I and as the arm I42 overthrows an increment past neutral its brush I45 will engage a contact I'iI which by a line I18 is connected to line I72. The brush I45 being in engagement with segment I45 will cause relay !52 to be energized and open switch I20 and thus prevent either of the auxiliary valves from being opened. Had the handle SI been switch I54 and by the brush I58, segments I51 and I59,'through "down relay coil II4 which coil I I4 closed circuit through solenoid 10 and opened down valve 32.

The converse of the condition set forth hereinbefore requires additional mechanism such as, line I19 connected to outer safety segment I80 on panel I40, an inner safety segment I8I, a line I82 therefrom to connection I21, a contact I83 anda line I84 therefrom to segment I80.

From the foregoing it will therefore be understood that when the control handle is moving towards neutral from a down position and the pilot switch is in an up position the pilot switch will be moved towards its neutral position so long as contact 94 and contact plate I04 are in engagement.

Resistances may be interposed between coil H4 and line I09, coil III and line I09, coil I28 and line I09, coil I3I and line I09, when necessaryin order to prevent the improper energization of any coils by stray currents.

Switch I54, Fig. 5, has a plunger with a head I85 adapted to be engaged and depressed by the pointedend I36 of the arm 83. The head I85 is slidably guided in a cup I86 carried on the board 19 and acts against a compression spring I81 housed in the cup. The head has a stem I88 carrying insulating sleeves I89 and I90 and washer I91 and a slidable metallic washer I92 which is urged against nuts I93 by a spring I94 between the washers. When the switch is in the position shown in Fig. 5, the spaced contact bars I95 of the lin 18 are electrically connected bythe washer I92 and the spring I94 slightly compressed. When the arm 83 is moved from the vertical position the spring I81 will raise the plunger and the washer, I92 and break the circuit. The speed selector contacts U and D on the board 19 are curved and positioned relative to the faces and pointed. end of the arm 83 so that the arm will always be in engagement with the next contact before it breaks with the last one. This arrangement prevents the valve I from getting out of the control of control switch 4. The pilot switch arm I 42 will always be moving towards a set U contact or D contact on the pilot board I40 in order to arrest the valve I0.

The position of the switch I54 in relation to the up and down segments 11 and 8! is such that the switch I54 is opened before the brush 82 contacts with either of its segments and to prevent the handle 9| from being arrested anywhere between its neutral and its first speed positions a cam I98 and follower I91 are provided. The cam I96, Figs. 6 and 10, is formed on the arm 90 and has a low point I98 and rises I99 connecting with dwells 200 on either side.

The follower I91 comprises a roller 20I mounted upon th free end of an arm 202 which is acted upon by a spring 203. The rises I99 and dwells 200 meet at a point coinciding at the first speed positions of the switch so as to bring about the centralizing of the switch between first up and down speed positions. The U9, UIO, UII, Ui2, and D9, DH], DH, and Dl2 stop contacts or valve arresting contacts are adjustably mounted on the panel board I40. Each contact plate, Figs. 3 and 4, has a portion of it riding in a slot 294 in the pilot board I45 with a nut 205 threaded onto its 285 to hold the contact in position. By shifting theseccntact plates towards or away from the neutral position of the arm I42 the arrested positions of the valve I0 are changed and thereby the speedsof the car.

The emergency car switch 15 is used to stop the car I or prevent its starting and is normally connected to contact 291 in order to have the car I under the control of the switch 4, but to stop the car the switch is thrown to contact 208 which by a line 209 is connected to the line I56. This movement breaks the circuit through the control switch 4 and brings the car to a stop by causing the current to pass to contact 208, line 209, line I56, segment I51, brush I58 and by either segments I59 or I6! to relay coil H4 or Ill, depending upon the up or down position of pilot arm 542. The position of the arm I42 will determine whether solenoid 69 or 10 is to be energized in order to cause the valve to return to neutral car stopping position.

The door switch 16, Figs. 1, 7 and 8, accomplishes the same purpose as switch I54, that is, when an elevator door'is opened, the car I is brought to a stop. Also, whenever the door is open, the elevator is prevented from starting. The line 13 leads to a rock lever 2I0 pivoted at 2 and having contact arms 2I2 and 2I3. The arm 2 I2 is normally raised into engagement with a raised contact arm 2I4 pivoted at 2I5 and line 18 leads from this raised contact arm 2 I4. The contacts 2I2 and 2M are held in engagement by a car door ZIB having a roller 2I1 holding up a weighted arm 2I8 connected by a link 2I9 to arm 2I2.

The weighted arm 2I8 is pivoted at 220 and has a weighted cam end 22I and a safety arm 222. When the door 2 I6 is opened the roller 2I1 allows the weighted arm 2I8 to drop and should the arm 2I8 fail to drop the roller 2I1 by striking the safety arm 222 will force the weighted arm down. Thereby the lever 2I0 is rocked to break the contacts 2I2 and 2 I4 and bring arm 2I3 into contact with a contact arm 223 which is pivoted at 224 and connected at I55 to line I56.

The contact arms 2M and 223 move between limit stops 225 and lever 2I0 between stops 226. The arrangement of the contact arms is such as to produce a quick shifting of circuit and at the same time produce large gaps between the separated contacts. When the arm 2I2 falls the arm 2I4 will fall with it until the arm 2I4 is arrested by one of its stops 225 at which point the arm 2I3 will just about engage the contact arm 223 and then raise it.

The modified form of the invention shown in Fig. 11 has to do with the electrical control and whatever parts correspond to the hereinbefore described invention will carry similar reference characters but with exponents added.

The control switch 4a comprises a handle 9Ia adapted to assume a neutral car stopping position 9Ib, and to be moved into up and down speed zones. The up zone comprises a full up speed position 9Ic and an intermediate variable up speed position Me. The down zone comprises a full down speed position SId and an intermediate variable down speed position 9 I). When in either of these variable speed positions, the car may be moving in any of an infinite number of speeds, between zero and full speed.

When the handle 9Ia is moved to any of the above mentioned positions it is constantly in engagement with a segment 221 which receives current from a direct current generator 13a through a knife switch 14b by means of a line 228. To cause the car Ia to rise the handle 9Ia is moved to dotted position 9Ic wherein the handle engages a contact 229 which is connected by a line 230 to up relay switch coil 2-3I and the coil 23l is connected by a line 232 to a line 233 which passes. through a knife switch14c to direct current generator 13a.

The coil 23i is therefore energized and attracts its armature 235 in order to close a switch 23% which by means of lines 231, 238', 239, 242' energizes a solenoid 69a which opens its up auxiliary valve 29a which will remain open while handle 9hr is in 940 position during which the valve In will start the car Ia. and accelerate it to full upward speed if the handle an; is held in that position long enough.

Full down speed may be attained by holding handle in Sild' position wherein it engages contact 241' which by a line 242, coil 243, line 244 and line 233 completes the circuit to the generator and thereby energizes the down coil 243. The down coil therefore raises its armature and closes switch 245 which causes the energi'zation of a solenoid 10a by means of lines 246, 241 and 248, and bring about the opening of the down auxiliary valve 320.

The opening of the auxiliary valve 32a will cause the main valve to move to the right and cause the car la to move down. If the handle Sta is held in position 9|d long enough the car will move down at full speed.

The main valve controls the car la in the same manner as in the preferred form and in the same manner it moves a pilot switch arm l4-2a.

The arm 142a moves over a panel board Miia and in all its positions contacts a segment 249 by means of a brush block 250. The segment 249 is connected by a line 25f with a stop contact 252' adapted to be engaged by handle Sla when in car stopping position 9th.

When the valve II! is moved to the left or in up direction from its neutral car stopping position, the arm I42a is moved from its neutral position to the right and its brush 250 engages a segment 253, which is connected by a. line 254 to line 242 at the down coil 243.

Therefore when it is desirous to stop the car from going up the handle 9la, is moved from 910 to 9lb posifion wherein through connections 228, 91a, 252, 25!, 249, 250-, 253, 254, 242, 244, 233, the coil 243- is energized and switch 245 is closed and its associated down valve 32a is opened so that the valve M is moved from its 1 up position towards neutral car stopping position. The valve H) is then arrested in its neutral position by reason of the above circuit being broken when the brush 250 leaves segment 253 at neutral position. This circuit break deenergizes down coil 243 and thereby closes (indirectly through connections already described) the valve 32a thereby stopping the valve H! at neutral position.

Toreturn the valve H] to neutral car stopping position from a down position, the following connections are provided; a segment 255' is adapted to be engaged by the brush 250 when the valve I0 is ina down position, a line 256 from the segment 255 connected to line 230 at the up relay coil 23L To run the car in at difierent up and down speeds it must be understood that the movement of the valve Iii lags behind the more readily moved handle 9Ia. Therefore by moving the handle 91a. to Bic position (for example), holding it only momentarily in engagement with contact 23B and then moving the handle into the variable speed or operative position 9| e, the upward speed may be determined. To slow down the upward speed all that is necessary is to bring the handle 9hr into momentary engagement with the contact 252. By oscillating the handle Bla between positions Bib and 910 the upward speed of the car may be accelerated or retarded to any desired. extent. Means is thus provided for causing the valve Hi to come to rest. in any of an infinite number of positions in either of the up or down zones and the car to be moved accordingly at an infinite number of speeds between zero and full speed.

The downward speed of the car is controlled in the same manner by oscillating the handle 9 la between positions Sid and 9lb and then holding it at rest in position Elf after the desired speed is attained.

I claim:

1. In an elevator, a car, a hydraulic motor for moving said car, an electro-responsive device for causing said motor to raise said car, another electro-responsive device for causing said motor to lower said car, a control switch for energizing at will either of said electro-responsive devices, a pilot switch caused to be moved by either of said electro-responsive devices, and an electro-responsive switch connected to said electro-responsive devices and adapted when. energized by said pilot switch to deenergize said electro-responsive devices.

2. In an elevator, a car, a hydraulic motor for said car, a main valve for controlling said motor movable in one direction to raise said car and in the other direction to lower saidcar, an up electro-responsive device adapted to. move said valve in one direction when energized, a down electroresponsive device adapted to move said valve in the other direction, a control switch movable in one direction to raise said car and movable in the other direction to lower said car, a circuit adapted to be closed through said up electroresponsive device when said switch is moved in an up car direction, a circuit adapted to be closed through'said down electro-responsive device when said switch is moved in a down car direction, an electro-responsive switch for opening said circuits when energized, a pilot switch moved by said main valve into car raising direction or into car lowering direction, a circuit adapted to be closed through said electro-responsive switch by said pilot switch when said pilot switch is moved into car raising position, a circuit adapted to be closed through said electro-responsive switch by said pilot switch when said pilot switch is moved into car lowering position, and a means for causing said down electro-responsive device to remain energized when said control switch is moved in a down direction from an up position and when said pilot switch is in an up position.

3. In an elevator, the combination of a car, a hydraulic motor therefore, a main valve for controlling said motor, an up electro-responsive means for moving said valve in one direction to cause said car to move up when said up electroresponsive means is energized, a down electroresponsive means for moving said main valve in the other direction .to cause said car to move down when said down electro-responsive means is energized, a control switch movable at will in an up car direction and in a down car direction, a circuit adapted to be closed through said up electro-responsive means when said switch is moved in an up car direction, a circuit adapted to be closed through said down electro-responsive means when said switch is moved in a down car direction, an electro-responsive switch adapted to open either of said circuits when energized, and a pilot switch arm controlled by said main valve adapted to close a circuit through said electro-responsive switch when said pilot switch arm is moved into an up or down car position.

4. In an elevator, the combination, of a car, a hydraulic motor therefore, a main valve to control said motor adapted to assume a neutral car stopping position and car raising and lowering positions, a hydraulic motor for positioning said main valve comprising an up auxiliary valve and a down auxiliary valve for controlling the up, down and neutral positions of said valve, an up electro-responsive device for opening said up auxiliary valve when energized, a down electroresponsive device for opening said down auxiliary valve when energized, means for closing said auxiliary valves, an up relay for closing a circuit through said up electro-responsive device, a down relay for closing a circuit through said down electro-responsive device, a control lever in said car adapted to assume a neutral and car raisin and lowering positions, a circuit adapted to be closed through said up relay by said lever when in car raising position in order to energize said up electro-responsive device and cause said car to rise, a circuit adapted to be closed through said down relay by said lever when in car lowering position in order to energize said down electro-responsive device and cause said car to descend, a pilot switch arm moved by said main valve and adapted to assume a neutral car stopping position and a car raising position when said valve is in car raising position and a car lowering position when said valve is in car lowering position, a circuit adapted to be set by said pilot arm through said up relay when said car is descending, a circuit adapted to be set by said arm through said down relay when said car is ascending, and means for closing either of said last two mentioned circuits by said control lever when said lever is in neutral position in order to stop said car in its upward or downward movement.

5. In an elevator, the combination of a car, a hydraulic motor therefore, a main valve for controlling said motor and adapted to assume a neutral car stopping position and up car accelerating positions when moved in one direction and down car accelerating positions when moved in the other direction, and up electro-responsive device for causing the main valve to move in an up direction when energized, an up electro-responsive switch for closing a circuit through said up electro-responsive device when energized, a down electro-responsive device for causing the main valve to move in a down direction when energized, a down electro-responsive switch for closing a circuit through said down electro-responsive device when energized, a control switch movable at will adapted to assume a neutral car stopping position and when moved in one direction to assume a number of definite up car accelerating positions and when moved in the other direction to assume a number of definite down car accelerating positions, a common electroresponsive switch adapted when energized to deenergize either of said energized up and down electro-responsive devices, means for energizing said up electro-responsive switch when said control switch is moved in an up direction, means for energizing said down electro-responsive switch when said control switch is moved in a down direction, a pilot switch moved by said main valve into positions corresponding to the positions assumed by said main valve, a number of selective contacts adapted to be engaged successively by said control switch when moved in an up direction or in a down direction, a corresponding number of definitely positioned stop contacts adapted to be engaged by said pilot switch when moved in one direction or the other by said main valve, means connecting said selective contacts with said corresponding stop contacts, means connecting said pilot switch with said common electro-responsive switch in order that said common electro-responsive switch will be operated when said pilot switch engages the said stop contact selected by said control switch so that either of said electro-responsive devices will be deenergized and said valve arrested, a neutralizing switch adapted to be closed by said control switch when said control switch is in neutral position, and means controlled by the closing of said neutralizing switch to neutralize said main valve.

6. In an elevator, a car, a hydraulic motor for said car, a main valve for controlling said m0- tor movable in one direction to raise said car and movable in the other direction to lower said car and having a neutral car stopping position, an up electro-responsive device adapted to move said valve in one direction when energized to raise said car, a down electro-responsive device adapted to move said valve in the other direction when energized to lower said car, a control switch movable in one direction to raise said car and movable in the other direction to lower said car and having a neutral car stopping position, a circuit adapted to be closed through said up electro-responsive device when said control switch is moved in an up car direction, a circuit adapted to be closed through said down electro-responsive device when said control switch is moved in a down car direction, a common electro-responsive switch for opening either of said circuits when energized, a pilot switch moved by said main valve into car raising direction or into car lowering direction and having a neutral car stopping position, a circuit adapted to be closed through said common electro-responsive switch by said pilot switch when said pilot switch is moved into car raising position, another circuit adapted to be closed through said common electro-responsive switch when said pilot switch is moved into car lowering position, a neutralizing switch adapted to be closed by said control switch when in neutral car stopping position, a circuit adapted to be closed through said down electro-responsive device by said neutralizing switch and by said pilot switch when said control switch is in neutral position and when said pilct switch is in an up position, a circuit adapted to be closed through said up electro-responsive device b said neutralizing switch and by said pilot switch when said control switch is in neutral position and when said pilot switch is in down position, means for deenergizing either of said up or down electro-responsive devices when said pilot switch reaches neutral position, means for causing said down electro-responsive device to remain energized when said control switch is moved in an up direction from a down position and when said pilot switch is in an up position, and means for energizing said commonelectro-responsive switch when said pilot switch reaches neutral car stopping position.

7. In an elevator, a car, a hydraulic motor for said car, a main valve for controlling said motor movable in one direction to raise said car and movable in the other direction to lower said car and having a neutral car stopping position, an up electro-responsive device adapted to move said valve in one direction when energized to raise said car, a down electro-responsive device adapted to move said' valve in the other direction when energized to lower said car, a control switch movable in one direction to raise said car and movable in the other direction to lower said car and having a neutral car stopping position, a circuit adapted to be closed through said up electro-responsive device when said switch is moved in an up car direction, a circuit adapted to be closed through said down electro-responsive device when said switch is moved in a down car direction, a common electro-responsive switch for opening either of said circuits when energized, a pilot switch moved by said main valve into car raising direction or into car lowering direction and having a neutral car stopping position, a circuit adapted to be closed through said common electro-responsive switch by said pilot switch when said pilot switch is moved into car raising position, another circuit adapted to be closed through said common electro-responsive switch by said pilot switch when said pilot switch is moved into car lowering position, a neutralizing switch adapted to be closed by said control switch when in neutral car stopping position, a circuit adapted to be closed through said down electroresponsive device by said neutralizing switch and by said pilot switch when said control switch is in neutral position and when said pilot switch is in an up position, a circuit adapted to be closed through said up electro-responsive device by said neutralizing switch and by said pilot switch when said control switch is in neutral position and when said pilot switch is in down position, and means for deenergizing either of said up or down electro-responsive devices when said pilot switch reaches neutral position.

8. In an elevator, a car, a hydraulic motor for said car, a main valve for controlling said motor movable in one direction to raise said car and movable in the other direction to lower said car and having a neutral car stopping position, an up electrc-responsive device adapted to move said valve in one direction when energized to raise said car, a down electro-responsive device adapted to move said valve in the other direction when energized to lower said car, a control switch movable in one direction to raise said car and movable in the other direction to lower said car and having a neutral car stopping position, a circuit adapted to be closed through said up electro-responsive device when said control switch is moved in an up car direction, a circuit adapted to be closed through said down electro-responsive device when said control switch is moved in a down car direction, a common electro-responsive switch for opening either of said circuits when energized, a pilot switch moved by said main valve into car raising direction or into car lowering direction and having a neutral car stopping position, a circuit adapted to be closed through said commonelectro-responsive switch by said pilot switch when said pilot switch is moved into car raising position, another circuit adopted to be closed through said common electro-responsive switch by said pilot switch when said pilot switch is moved into car lowering position, means for causing said down electro-responsive device to remain energized when said control switch is moved in an up direction from a down position and when said pilot switch is in an up position, and means for energizing said common electro-responsive switch when said pilot switch reaches neutral car stopping position.

9. In an elevator, the combination of a car, a hydraulic motor therefore, a main valve for controlling said motor and adapted to assume a neutral car stopping position and up car accelerating positions when moved in one direction and down car accelerating positions when moved in the other direction, and up electro-responsive device for movin said valve in an up car direction when energized, a down electro-responsive device for moving said valve in a down car direction when energized, a control switch movable at will adapted to assume definite up car accelerating positions when moved in one direction and to assume definite down car accelerating positions when moved in the other direction and to assume a neutral car stopping position, a circuit adapted to be closed through said up electro-responsive device when said control switch is moved in an up direction, another circuit adapted to be closed through said down electro-responsive device when said control switch is moved in a down direction, a common electro-responsive switch adapted when energized to break either of said aforementioned circuits, a pilot switch moved by said valve into positions corresponding to said valve, a number of speed selective contacts adapted to be engaged successively when the control switch is moved in an up direction, a number of speed selective contacts adapted to be engaged successively when said control switch is moved in a down direction, an equal number of up speed stop contacts adapted to be engaged successively by said pilot switch when moved in an up direction, an equal number of down speed stop contacts adapted to be engaged by said pilot switch when moved in a down direction, means connecting each selective contact with its corresponding stop contact, means for energizing said common electro-responsive switch when said control switch is in an up position and engaging a selected contact and when said pilot switch engages said stop contact corresponding to the said selected contact in order to arrest said valve, and means for energizing said common electro-responsive switch when said control switch is in a down position and engaging a down selected contact and when said pilot switch engages said stop contact corresponding to said selected contact in order to arrest said valve, a neutralizing switch adapted to be closed by said control switch when in neutral position, means for closing a circuit through said down electro-responsive device when said control switch is at neutral position and said pilot switch in an up position, means for closing a circuit through said up electro-responsive device when said control switch is at neutral position and said pilot switch in a down position, and means for deenergizing either of said electro-responsive devices when said pilot switch reaches neutral position.

10. In an elevator, a car, a hydraulic motor therefor, a valve for said motor movable in one direction to cause said car to rise and movable in the other direction to cause said car to descend and having a neutral car stopping position, an up electro-responsive device for said valve, an up relay for closing a circuit through said up electro-respons'ive device, a down electro-responsive device for said valve, a down relay for closing a circuit through said down electro-responsive device, a control switch having a neutral car stopping position, an up zone and a down zone, said control switch being adapted when moved in up direction in an up zone to energize said up relay and cause said valve to move in an up direction and when moved in down direction in the down zone to energize said down relay and cause said valve to move in a down direction, means for causing the neutralizing of said valve whenever the control switch is in the neutral position, means for causing said down relay to be energized when said control switch is moved in a down direction in said up zone, and means for causing said up relay to be energized when said control switch is moved in an up direction in said down zone, in order that the said valve may be arrested in a number of up positions and a number of down positions.

11. In an elevator, a car, a hydraulic motor for moving said car, a main valve for controlling said motor, an electro-responsive device for controlling said main valve to cause upward movement of said car, another electro-responsive device for controlling said main valve to cause downward movement of said car, a control switch having a neutral car stopping position, full up and full down speed positions and variable up and variable down speed positions intermediate said full speed positions and neutral position, circuits adapted to energize one or the other of said electro-responsive devices to cause the car to accelerate upward or downward at will when said control switch is moved into a full speed position, other circuits adapted to energize one or the other of said electro-responsive devices to cause the upward or downward speeds of the car to be retarded when said control switch is moved into neutral position, said control switch being adapted whenever moved into an intermediate speed position to deenergize either of said electro-responsive devices at the moment energized to cause the car to continue to move at a uniform J speed which may thus be any of an infinite number of speeds upward or downward between zero and full speed.

12. In an elevator, a car, a hydraulic motor therefor, a valve for said motor having a neutral car stopping position and being movable in one direction or the other therefrom to cause said car to accelerate to full up feed or full down speed, respectively, a valve switch operated by said valve, an up electro-responsive device adapted when energized to cause said valve to move in the up car speed direction, an up relay for energizing said up electro-responsive device, a down electro-responsive device adapted when energized to cause said valve to move in the down car speed direction, a down relay for energizing said down electro-responsive device, a control switch having a neutral car stopping position and an up zone including a full up speed position and an intermediate variable up speed position and a down zone including a full down speed position and an intermediate variable down speed position, and a system of circuits including said control switch and said valve switch adapted when said control switch is moved to full up speed position from the intermediate up zone position or to neutral position from the intermediate down zone position to energize said up relay and when moved to full down position from the intermediate down zone position or to neutral position from the intermediate up zone position to energize said down relay, said control switch being also adapted when moved into either of said intermediate positions to denergize either of said relays at the moment energized in order to stop the movement of said valve, whereby the speed of the car may be arrested at any of an infinite number of speeds between zero and full speed.

13. In an elevator, at car, a hydraulic motor for moving said car, a valve for controlling said motor to cause said car to rise or descend, an electro-responsive device for causing said valve to operate to raise said car, another electro-responsive device for causing said valve to operate to lower said car, a control switch in said car and circuits thereof for energizing at will either of said electro-responsive devices, a pilot switch moved by said valve, other circuits for energizing said electro-responsive devices extending through said pilot switch for causing said valve tooperate to retard and stop said car, current supply leads for feeding said circuits, and a safety switch having alternate contacts instantly closable in said leads either to supply current to the said circuits of the control switch or to the said other circuits.

14. The elevator control mechanism according to claim 13, wherein the said elevator is provided with a door and the said safety switch is operated by the opening of said door.

15. In an elevator, a car, a hydraulic motor for moving said car, a valve for controlling said motor to cause said car to rise or descend, an electro-responsive device for causing said valve to operate to raise said car, another electro-responsive device for causing said valve to operate to lower said car, a control switch and circuits adapted to be closed thereby for energizing at will either of said electro-responsive devices, a pilot switch moved by said valve, electro-responsive switching means and circuits therefore controlled in part by said pilot switch and adapted to be energized by said control switch to deenergize said electroresponsive devices to control the speed of the car, other circuits for energizing said electro-responsive devices and controlled in part by said pilot switch to control the operation of said valve to cause the car to come to a stop, and a safety switch having alternate paths for the closure of the several circuits of said control switch and for the closure of the said other circuits.

MAGNUS N. NYBERG. 

